Hitachi, Ltd.

Hitachi Automotive Systems, Ltd.

Honda Giken Kogyo Kabushiki Kaisha

Fuji Heavy Industries Ltd.

Tetsuo Matsumura

Kinya Fujimoto

Naoyuki Ozaki

Takashi Okada

Hiroshi Sakamoto

Yoshiyuki Yoshida

Kentaro Shishido

Hiroshi Kuroiwa

Tatsuya Ochi

Toshimichi Minowa

Masashi Seimiya

Motoyuki Abe

Mitsuo Kayano

Takuya Mayuzumi

Yoshinobu Arihara

Sunao Ishihara

Toshiharu Kumagai

Tohru Ishikawa

Masato Imai

Takashi Okamoto

Isamu Sunaga

Shinya Matohara

Tomoaki Nitta

A drive circuit for driving an electromagnetic fuel-injection valve, the drive circuit varying an application sequence of a drive voltage, which is supplied from a step-up power supply to a fuel-injection valve for conducting injection multiple times in a single stroke of an internal-combustion engine, between the first injection and the second and subsequent injections, and setting the application sequence such that the consumption of power from the step-up power supply in the first injection becomes smaller than the power consumption in one of the second and subsequent injections.

Drive circuit for electromagnetic fuel-injection valve

Provided is a control device for an in-cylinder injection engine which reduces an amount of fuel attaching and remaining on a piston crown surface so as to bring the first injection as advanced as possible and suppress an increase in the number of exhaust particles of PM, when fuel injection is performed a plurality of times in one cycle in the in-cylinder injection engine. At least the first fuel injection of the respective injections dividedly performed the plurality of times is performed in an intake stroke. At least the first injection start timing of the respective injections dividedly performed the plurality of times is set in accordance with an EGR amount. The first injection start timing is more advanced when the EGR amount is large than when the EGR amount is small.

Control device for in-cylinder fuel injection type internal combustion engine

A control apparatus for a direct injection type engine is provided for reducing an amount of fuel that adheres to and that remains on a crown surface of a piston so as to suppress the increase of Number of particles as well as advancing the first injection as much as possible when plural fuel injections are carried out in one cycle in the direct injection type engine. The first injection timing is set based on a pulse width of at least the first injection among each of injections split plural times, and when the pulse width of the split first injection is short, the injection timing of the first injection is more advanced as compared with a case of a longer pulse width of the split first injection.

Control apparatus for direct injection type internal combustion engine

A shift control apparatus for an automatic transmission includes a pre-shift device that operates a predetermined synchromesh, based on a prediction by a predicting device. It thereby couples together a transmission input shaft (with a friction transfer mechanism that has not been used to effect a current gear position) and a transmission output shaft, through a predetermined gear train, and brings them into a standby state. The time when it is determined that the friction transfer mechanism that has not been used to effect of the current gear position has been disengaged is taken as the timing with which the synchromesh coupling operation by the standby control is started, regardless of the completion of the achievement of the current gear position.

Apparatus and method for controlling automatic transmission

A vehicle control device includes an actual drag torque calculating unit, which calculates the drag torque of a power transfer mechanism. A lubricating oil flow rate calculating unit determines the flow rate of lubricating oil according to the actual torque, and a reference drag torque calculating unit calculates a reference drag torque. In addition, a reference lubricating oil flow rate calculating unit calculates a reference lubricating oil flow rate according to the reference drag torque. A correction rate calculating unit then calculates a correction value corresponding to the rate of correction of the lubricating oil flow rate according to the lubricating oil flow rate and reference lubricating oil flow rate. A flow rate correction unit outputs a drive signal to an actuator which controls a lubrication oil flow rate according to the correction rate.

Control device and control method for vehicle

A transmission control unit predicts a next gear position when a predetermined gear position is achieved. In accordance with a result of the prediction, the transmission control unit operates a predetermined synchromesh to execute a standby control (pre-shift control). In the standby control, a transmission input shaft connected to a friction transfer mechanism not used for achieving a current gear position and a transmission output shaft are connected to each other via a predetermined gear train, and made standby. The transmission control unit makes different from each other an engagement load of the synchromesh when a connection of the synchromesh is done in accordance with the prediction result and an engagement load of the synchromesh when a connection of the synchromesh is done in accordance with the other condition different from the prediction result.

Automatic transmission, control apparatus and control method for the same

A worsening of drivability is to be kept to a minimum by making a fail-safe control taking the state in the event of failure of a shifting operation into account. When clamping a sleeve to a free rotatable gear and during the period after instructing movement of the sleeve to a clamping position until movement of the sleeve to a predetermined positional range which makes it possible to judge that the sleeve has been clamped to the free rotatable gear, a pushing load for the sleeve is increased if the sleeve is in a fixed state near the balk ring, while if the sleeve is in a fixed state near the free rotatable gear, the sleeve is once returned to a neutral position thereof and is re-clamped to the free rotatable gear. Further, the number of times the sleeve is re-clamped to the free rotatable gear is counted and the use of the free rotatable gear is inhibited in accordance with the counted number of times.

Control system and method for automatic transmission

A vehicle clutch has a pushing member that is energized against a friction plane and transfers power from a driving power source when it touches the friction plane. The location of the pushing member can be retained even when power is shut off. After a signal from the key switch ends, the control apparatus stops the driving power source and the vehicle, engages the friction transfer mechanism, and then stops the system.

Vehicle control apparatus

A vehicular control apparatus for a vehicle has a twin clutch type automatic transmission. The control apparatus comprises an external information acquisition apparatus for acquiring external information required for vehicular transmission control, an input section for taking in the external information from the external information acquisition apparatus; and a pre-shift gear selection section for selecting a predetermined gear train among plural gear trains of the transmission to execute a pre-shift in accordance with the external information.

Control apparatus and control method for vehicle

An automobile is equipped with a gear type transmission having a first torque transfer path between input and output shafts formed by mesh type clutches and a second torque transfer path between input and output shafts formed by transfer torque variable systems, and actuators for selecting the torque transfer path. When a wheel slips while the automobile is driving using the first torque transfer path, the actuators are controlled so that at least part of the torque being transferred via the first torque transfer path is instead transferred via the second torque transfer path.

Automobile and control apparatus, and power train system of automobile

At the time of shifting from one gear train among a plurality of gear trains to another gear train, a transmission for controlling a transfer torque variable mechanism and supplementing torque during shifting, during a period of transferring at least a part of torque of an engine by the transfer torque variable means, controls so as to generate engine torque larger than engine torque before the period at least once and carries out shifting.

Method of controlling a vehicle and system of controlling the same

A controller, control method, and control system for a motor vehicle gear-type transmission enable a friction transmission unit to be controlled to an optimum position according to a particular motor vehicle state or the like. A transmission control unit changes, via at least one parameter that indicates a state of the gear-type transmission or of the vehicle, a position or pressure load at which the pressure member is caused to stand by while the driving shaft of the vehicle is in a stopped state or during changeover of the mesh unit that connects to one of the gear pairs.

Controller, control method and control system for controlling a motor vehicle gear-type transmission

In a torque assisted automated MT, an assist clutch is controlled to ensure that the transmission torque increase rate is reduced when disengaging a dog clutch while engaging the assist clutch. In a twin clutch type automated MT, in stepped speed change, one of the two clutches as the twin clutch is controlled in such a way that the transmission torque increase rate resulting from engagement is reduced with the passage of time, when disengaging the dog clutch prior to speed change while engaging the clutch corresponding to the input shaft in charge of offsetting the torque interruption.

Vehicle control apparatus and control method

The thrust load of the friction transfer mechanism is adjusted with an electric actuator, the thrust load of said friction transfer mechanism is be increased with a fixed inclination, at the first stage from the time control is started to the time the predetermined time elapses, the inclination of the thrust load of said friction transfer mechanism is set to the inclination smaller than that of the thrust load of said friction transfer mechanism at said first stage, at the second stage where said friction transfer mechanism moves further to the predetermined position, and the thrust load of said friction transfer mechanism may be increased with the inclination larger than that of the thrust load of said friction transfer mechanism at said second stage, at the third stage where the predetermined time elapses further.

Automatic transmission, control apparatus and control system

When torque transmission through the transmitting torque variable mechanism (e.g., an assist clutch) is changed to torque transmission through a meshing gearing after the gearshift, a controlled variable per unit time when the transmitting torque variable mechanism is released is determined or varied according to the vehicle operating condition after a gearshift has been completed. A degraded gearshift feel as a result of axle vibration at the end of the gearshift can thereby be suppressed.

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Hitachinaka, Japan

Tetsuo Matsumura